Ignition-controlling device.



e. B. MAEGLY.

IGNITION CONTROLLING DEVICE.

APPLICATION FILED 1UNE9. l9l5.

1,278,184. Patented Sept. 10,1918.

GI EORGE B. MAEGLY, OF KANSAS CITY, MISSOURI.

renrrron-oonrnonrme DEVICE.

I Specification of Letters Patent. Patented Sept. 10, 1918,

Application filed June 9, 1915. Serial No. 38,048.-

To all whom it may concern:

Be it known that I, GEORGE B. MAEGLY, a citizen of the United States,residing at Kansas City, inthe county of Jackson and State of Missouri,have invented certain new and useful Improvements inIgnition-Controlling Devices; and I.-do declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it apper tains' to make and use thesame, reference being had to the accompanying drawings, and to theletters and figures of' reference marked thereon, which form a part ofthis specification;

My invention relates to an ignition-controlling device for use inconnection with hydrocarbonmotors, and has for its principal object toutilize the'suction or subnormal air pressure in the intake manifold ofthe motor to govern and control atmospheric pressure for advancing orretarding the spark timing mechanism simultaneously and in unison withthe throttle movement; the present invention being an improvement onthat described in my pending application for patent on valve mechanismfor hydrocarbon motors, filed March 8, 1915, and serially numbered12,761.

It is commonly recognized that maximum efiiciency and economy in motorcar practice depends very largely on the time in the cycle at which thespark occurs, and that proper timing may depend on anyone or more ofseveral conditions, such as gas mixture, compression or gear ratio intheir interrelation to load, and motor speed and pull. It is, therefore,a further object of my invention to meet these several governingconditions in a device having manually operable adjustment, and which,betweenthe extremes,-Will give either a limited range of spark advancefor a wide range of throttle opening, or a wide range of spark advancewith a limited throttle movement.

In the accompanying drawings wherein the preferred form of myimprovement is illustrated,

Figure I is an elevation of a hydrocarbon motor equipped with myimprovement.

Fig. II is an enlarged, longitudinal section of the valve mechanism forcontrolling the ignition device.

Fig. III is an enlarged elevation of the lever for manually actuatingthe needle valve.

Fig. IV is an enlarged detail perspective of the needle valve.

Referring more in detail to the drawings:--

- 1 designates a motor ofany ordinary hydrocarbon type, comprising theintake manifold 2, carburetor 3, throttle valve 4,

.steering post 5, and magneto, or the like, 6,

the detail construction of which is immaterlal and does not form a partof the present invention.

The throttle valve 4 is manually controlled by a lever 8, having a rod 9extending through the steering post and provided with a crank arm 10that connects with a link 11, whereby the throttle may be opened andclosed, and which mechanism may also be of any ordinary or suitableconstruction, as its only new relation in the present case is theconnection between the throttle-actuating mechanism and my improvedvalve, as will presently be more fully described.

Located in a suitable position relative to the intake manifold, thesteering post, and the magneto, is a cylinder 13, closed at one end by acap 15 having a central bearing 16, and open to atmosphere at theopposite end.

Formed integrally with and extending from .the outer face of the cap 15is a flange 17, and fixed to the flange, preferably by screw threads, isa cylinder 18, which is closed at its inner end by said cap,'but is opento atmosphere at its outer end.

Located within the smaller cylinder 18, which I will hereafter designatethe primary cylinder, is a piston 20, having an auxiliary cylinder 21extending outwardly therefrom and having a hollow connecting rod 22extending inwardly therefrom .through the bearing 16 to connect withapiston 23 in the larger or secondary cylinder '13; the pistons 20 and 23being of suitable construction in order to carry the rods and providefor the cooperative operation of the pistons and-their connected parts.

The construction of the piston 20 comprises a base 25 having a centralchannel 26 and an offset shoulder 27, in which latter,

the auxiliary'cylinder 21 is rigidly secured.

A leather packing 28 lies over the base 25' I necting chamber 40, havinga channel 41 leading therefrom through the valve neck and cap to thechamber 42 of the secondary cylinder.

Leading from the bottom of the connecting chamber 40 is a port 44 thatopens into the interior of the hollow connecting rod 22, so that fluidmay pass from the chamber 42 in the auxiliary cylinder, through thechannel 41, port 44, open port 45 and hollow connecting rod to thechamber 46 in the primary cylinder.

The chamber 46 in the primary cylinder is connected with the intakemanifold 2 by a conduit 48 that opens into the chamber 46 at the base ofthe cylinder through a port 49 in the flange 17 the end of the conduitbeing preferably threaded into a boss 50 on the cylinder so that itschannel will register with the port 49 in the flange 17.

The neck 35 carries a rod 52, one end of which has an offset part 53threaded into the chamber 39 in said neck and provided with a channel 54through which the chamber 39 communicates with atmosphere; the inner endof the channel 54 being notched, as at 55,

to form a by-pass around the ball valve 56, which is located in thechamber 39 and is adapted for closing the connecting chamber 40 againstatmosphere.

The outer end of the rod 52 carries a link 57, that in turn is connectedwith a crank 58 on the spark timing mechanism, so that when the rod ismoved in one direction the spark is advanced, and is retarded when movedin the other direction.

Located within the hollow connecting rod 22 is a valve stem 58', theinner end of which comprises a needle valve 59 that is adapted forclosing the port 41 to close communication between the chambers 42 and46; the said valve being provided with by-pass grooves 59' for affordingfree communication between the parts of the connecting rod chamber onopposite sides of the valve.

The end of the valve 59 is provided with a pin 60 that extends throughthe port 41 to unseat the ball valve 56 when the needle valve closes theport 41. This pin is of such length that when the valve 59 is seated theball is held barely 03 its seat.

The stem 58 carries a piston 62 that is adapted for travel in thecylinder 21 and connected with the outer end of the stem is a cable, orthe like 63, having a clamp 64 whereby it is attached to the throttlelink 11, so that when the throttle is opened the stelm will be withdrawnto unseat the needle va ve.

In order that the needle valve may be manipulated independently of thethrottle, l pivot a T-lever 64 intermediate the link 11 and stem 58; thehead of the lever having pulleys 6465 mounted at its opposite ends andover which the cable 63 is run, so that when the lever is moved in onedirection the cable will be drawn to unseat the needle valve, and whenmoved in the other direction will slacken the cable which allows thelink 11 to be moved a certain distance before unseating the needlevalve.

The T-lever is operable by a lever 67, having a rod 68 running throughthe steering post and provided with a crank 69 that connects with theT-lever through a link 71.

Presuming the device to be constructed and assembled with a hydrocarbonmotor, as herein described, and the parts in the position shown in Figs.1 and 11; that is with the needle valve closed and communication betweenthe primary and secondary cylinders out OK communication between theprimary and auxiliary cylinders being constant, however, through theopen port 46, while the motor is running, the suction. of the istonscreates a partial vacuum in the inta lre manifold. This vacuum throughconduit 48 reduces the air pressure in chamber 46, and behind the piston62 in the auxiliary cylinder, so that atmospheric pressure on the outerside of piston 62 will force said piston inwardly to hold valve 59 onits seat, and valve 56 off its seat. This at once closes communicationbetween chambers 46 and 42 and opens communication between the latterchamber and atmosphere.

As the chamber 46 is in open communication with the intake manifold,atmospheric pressure is constantly tending to force the piston 20inwardly, which, through rod 22 forces the piston 23 outwardly and thetiming mechanism to retard. As has been noted, the cross-sectional areaof piston 20 is materially less than that of piston 23.

Assume now that the throttle is partially opened by manual manipulationof the lever 8, so that the cable 63 and rod 58 are drawn outwardly andthe valve 59 withdrawn from its seat, and the valve 56 permitted to findits seat. This closes communication between atmosphere and chamber 42and establishes communication between the latter and the intakemanifold. The vacuum will now withdraw the pressure from chamber 42, sothat the atmospheric pressure working against the larger area of piston23 will overpower the constant pressure against the smaller piston andforce the latter outwardly, and the former inwardly until the ondarypiston outwardly and the timing mechanism to retard.

hen the conditions hereinbefore mentioned make it desirable to carry amore advanced spark, the lever 68 is moved to shorten the cable 63. Thiswithdraws the valve 59 from its seat, and atmospheric pressure forcesthe piston 20 inwardly, which advances the timer. If the throttle is nowopened, the valve 59. is again unseated and the spark still furtheradvanced to correspond with the throttle opening.

Should it be desirable to carry a less advanced spark, the lever 68 ismoved in the opposite direction to slacken the cable. This permitspiston 62 to seat valve 59 and unseat valve 56, and piston 20' forcesthe connecting mechanism and spark timer to a more or full retardedposition.

It will be noted that, if by moving lever 68 the cable is suflicientlyshortened, the timing mechanism will be carried at full advance with athrottle opening no more than is necessary for idling motor speed. Onthe other hand, if the cable be sufliciently slackened or lengthened,the valve 59 will not be withdrawn from its seat even with wide openthrottle and the spark will be held at full retard.

Thus it is seen that between the extremes of -its movement, the positionof lever 68 governs the amount and range of spark advance for any degreeof throttle opening, and that any position of the lever between centerand one extreme determines the 'de-. gree of throttle opening at whichadvance begins, while any position between center and the other extremedetermines the throttle opening at which full advance is attained. Withthe lever midway between the extremes the design and proportions aresuch as to begin the advance with throttle opening, maintain the advanceproportionately to the throttle position, and to give full advance atwide open throttle.

Having thus described my invention, what I claim as new therein, anddesire to secure by Letters-Patent, is

1. The combination with a variable spark timer, of fluid actuated meansfor moving the said timer in either direction, and manually operablemeans adapted for selectively predetermining the range of movement ofthe said timer.

2. The combination with throttle control mechanism and a variableignition timer, of means operable by atmospheric pressure and motor, ofan ignition device, and means for positioning the ignition devicecomprising a fluid actuated .piston having a pair of.

valve seats, and a valve foreaoh seat; the said piston comprising achamber between the seats, and an open channel leading from the chamberto one side of the piston.

4. The combination with a hydrocarbon motor, of a throttle valve for themotor, means for actuating the throttle, an ignition device, meanscontrollable by suction in the motor for actuating the ignition device,connection between the ignition device controlling mean and the throttleactuating means,

and means for manually adjusting said connection, whereby said ignitiondevice may be actuated in one direction without actuating the throttleand whereby the ignition device may be freed to move inthe oppositedirection without aiiecting the throttle.

5. The combination with a hydrocarbon motor,-of an ignition device, apair of cylinders of different area, a piston in each cylinder open toatmospheric pressure at one side, a hollow rod connecting the pistons,

and opening to the closed chamber ineach of the cylinders, two valveseats in thelarger piston one opening to atmosphere, a separate valvefor each seat, a stem on one of the.

valves extending through the connecting rod, a piston on said stem, acylinder inclosing said piston, a conduit connecting one of the closedcylinder chambers with the motor, manually operable means connected withsaid valve stems, and operable connection between the pistons and saidignition device.

- 6. The combination with a hydrocarbon motor comprising an intakemanifold, of primary and secondary chambers each open to atmosphere atone end, relatively. small and large pistons in the primary andsecondary chambers respectively; the larger piston being provided with aplurality of valve seats and having channels opening through itsopposite sides, means connecting said pistons and providingcommunication between the cylinder chambers, a conduit permanentlyconnecting the smaller cylinder chamber with the motor, an ignitiondevice operable by said pistons, a valve for each of said seats, andmanually operable means for controlling one of the valves.

7. The combination with a hydrocarbon motor, of a throttle for themotor, an i ition device, cylinders of difierent area both open toatmosphere and one having permanent communication with the motor,pistons in said cylinder, valves for controlling comnunication betweenthe motor and larger cylinder chamber and between said. chamber andatmosphere, connection between the ignition olevice and pistons, enclconnection. between the throttle-end one of the valves wherebycommunication is-established. hetWeen the motor and larger chamber whenthe throttle is moved in one direction,

8; The combination With e hydro-carbon motor of a throttle for the motormanually operable means for actuating the throttie, en ignition device,valve controlled mechanism operable eutomaticelly by suctioiii in thetor and manually by the throttle actuating means for actuating theignition clevice encl lever mechanism connected with the valvecontrolled mechanism anti operable in one direction to secureincrease&'sperl evance end. in the other direction to secure increasedspark retard for given opening of the throttle.

in testimony whereof FL signefzure GEQRGE B. MAEGLY,

